Trolley-base.



No. 802,160. PATENTBD OCT. 17, 1905.

C. E. GIERDING.

TROLLBY BASE.

APPLICATION TILED JAN. 30. 1904.

2 SHEETS-SHEET 1.

7 J 16 14 J 6 0 7 i Z9 21 Z l 2 I A i .21 a! M 1 lum Awnzw I. 0mm co.. vncwmm v snncvou u c.

No. 802,160. PATENTED OCT. 17,1905.

- G. E. GIERDING.

TROLLEY BASE.

APPLICATION TILED JAN. 80. 1904 2 SHEETS-SHEET 2 UNITED sTA Es PATENT OFFICE.

CHARLES E. GIERDING, OF NEWARK, NEW JERSEY, ASSIGNOR TO STERLING-MEAKER COMPANY, OF NEWARK, NEW JERSEY, A CORPORATION OF NEW JERSEY.

TROLLEY-BASE.

Specification of Letters Patent.

Patented Oct. 17, 1905.

To all whom it natty concern: 1

Be it known that I, OHARLns E. GIERDING, a citizen of theUnited States of America, and a resident of Newark, in the State of New Jersey, have invented a new and useful Improvement in Trolley-Bases, of which the following is a specification.

This invention relates to the construction of bases for trolley-poles adapted to be attached to the roofs of trolley-cars and to render the poles swiveled, folding, and selfelevated with reference to the top of the car.

The special objects of the present invention are to make the movable cap member of the vertical pivot in the form of an inverted cup sufliciently deep to inclose and protect the fixed member and interposed antifriction-rollers and to carry integral therewith the socket of a low-down spring device and low-down stop-lugs, as hereinafter described, and to limit the elevation of the pole by superior means, including said low-down stop-lugs, adapted to be readily made of any required strength and conveniently and compactly located.

The invention consists of certain novel coinbinations of parts hereinafter set forth and claimed. 7

Two sheets of drawings accompany this specification-as part thereof.

Figure 1 is a side view of the improved trolley-base with the socket of the pole-carryingfork erect. Fig. 2 is a plan view, partly in section, on the line A B, Fig. 1. Fig. 3 is a perspective view of the base proper with its equipment of antifriction-rollers in position. Fig. 4 is a perspective view of the cap of the base removed. Fig. 5isa perspective view of the main casting of the pole-carrying fork. Fig. 6 is a perspective view of the cap of the pole-socket inverted. Fig. 7 is a perspective view of the cross-bar. Fig. 8 is a perspective view of the cross-bar strut. Fig. 9 is a view of one of the springs; and Figs. 10, 11, 12, 18, 14, and 15 are views of minor parts, hereinafter mentioned.

Like letters and numbers refer to like parts in all the figures.

The base proper (shown at a) is a nearly fiat casting with bolt-holes 1, 2, 3, and 4, which provide for attaching it to the roof of the car in the customary manner. At its center it is provided with a hollow cylindrical standard 5, the periphery of which. together with an annular step 6 at its base, is adapted to support longitudinal antifriction-rollers 7,

Fig. 10, as in Figs. 2 and 3, the rollers having conical lower ends t, as shown in Fig. 10,

to contact with the step 6. This part, the base proper, a, is also provided with sockets 8 and 9, Figs. 2 and 3, furnished with clampscrews 10, Fig. 2, as means for connecting the trolley-base with the electric conductors leading tothe motor.

The cap 0 (shown detached by Fig. 4) embraces the standard 5 of the base proper, a,

y as in Figs. 1 and 2, and incloses the antifriction-rollers 7 between its sides and those of the standard, as in Fig. 2. This cap 0 is of peculiar construction, as shown in Figs. 1, 2, and 4, having a transverse horizontal socket 11 at or near its top in front, a subjacent horizontal or substantially horizontal socket 12 at right angles to said socket 11 and perpendicular to the longitudinal axis of the cap, and stop-lugs 13 and 14 on the respective sides of said socket 12, the whole being conveniently formed in one part by a simple and strong casting. The cap is held in place longitudinally against accidental displacement by an axial bolt 15, Fig. 11, extending upwardly through the bottom of the chamber of the hollow standard 5 of the base proper, a, as in Fig. 2, into the top of the cap 0. The polecarrying fork d is pivoted to said cap 0 by a horizontal pivot 16, Fig. 12, fitted to said socket 11 of the cap 0 and to pivot-holes 17 and 18, Fig. 5, in the respective sides of the fork d and fastened in place by a pair'of split pins 16, Figs. 1 and 2. These sides of the fork are extended beyond their pivot-holes and curved outwardly toward their extremities, where they support stop projections 19 and 20 on their inner sides to contact with said stop-lugs 13 and 14, respectively, and on their outer sides are provided with laterallyprojecting headed wrist-pins 21 and 22, parallel with the pivot 16. The pole-socket 23 is conveniently bisected longitudinally, and its cap or clamp 24 is held in place by screwbolts 25, Fig. 13, passing through perforated lugs on the respective parts. A cross-bar 6, parallel with the pivot 16 and the wrist-pins 21 and 22, is supported by a central strut f, conveniently and preferably of metallic tubing or pipe, one end of the strut occupying said socket 12 at the front of the cap '0' and its other end a central socket 26 in the cross-bar. The cross-bar is fastened on this end of the strut by aset-screw 26,,Figs. 1 and 2 and Fig. 15. The extremities of the crossbar are provided with holes 27 and 28, Fig. 7, through which extend the screw threaded ends of a pair of double books 9 and /L.'(OD6 of which is shown detached by Fig. 145,) each of them held in place and adjusted longitudinally by a pair of screw-nuts 29 on its screwthreaded end contacting with the cross-bar e, as in Figs. 1 and 2. Stretched from :the double hooks g and IL, respectively, to the-respective wrist-pins 21 and 22 of the fork 0? are two pairs of tensile spiral springs and j. Said springs and j tend to hold the fork d in the position in which it is shown in Figs.

1 and 2, with its pole-socket 23 projecting upward and its stop projections l9vand 20 .in contact with the stop-lugs 13 and 1-4. The pole is drawn down in the customary manner against the tension of the springs i and j. When the pole is released, its wheel is pressed upwardly against the overhead wire in an effective manner. Should the wheel miss the wire or escape therefrom, the elevation of'the pole is limited in a highly-effective manner by the contact with said stop-lugs 13 and '14 of said stop projections 19 and 20. (Compare Figs. 1, 2, 4, and Owing to the invertedcup shape of the cap 0, it is adapted to carry integral therewith said stop-lugs l3 and 14 at a low-down point close above the base 0:, so as to contact effectively with inturned stop projections 19 and 20 at the lower extremities of the fork (Z. It is also thus adapted to carry integral therewith a low-down socket 12 for the spring-strut f and also to inclose and protect said standard 5 of the base, which is the fixed member of the vertical pivot, to-

/ gether with the antifriction-rollers 7, which surround said standard. (Compare Figs. 2, 3, and 4.) When the pole is pulled all the way down, the highest projection above the roof is only six and three-fourths inches, making the base especially useful on roads running under low bridges. The improved base is, moreover, small and unobtrusive and of the utmost simplicity.

The employment of a pair of indcpenden tlyadjustable spiral springs at each side, as shown, is preferred; but one spring at each side or a tensile spring or springs of other forms may in some cases be substituted, and other and like modifications will suggest themselves to those skilled in the art.

The location of the stop-lugs l3 and 14 at the front of the cap 0 is not considered essen 'tial; but their low-down location immediately above the base a and their construction of any required strength integral with said cap 0 are of manifest importance and are essential elements of this part of the present invention.

Having thus described said improvement, I claimas my invention and desire to patent under this specification 1. The combination, in a trolley-base, of a pivoted pole-carrying fork having inturned lower extremities forming stop projections, a base .proper having a pivotal standard, a lowdown spring device immediately above said base proper interacting with said fork to elevate the pole, and a rotatablecap in the form of an inverted cup embracing said standard and constructed with a support for said spring device and .with low-down stop-lugs arranged to contact with said stop projections of the fork for limiting the upward movement of the trolley-pole. Y

2. The combination, in a trolley-base, of a pivoted pole-carrying 'fork having inturned lower extremities 'formingstop projections, a cross-bar parallel to the pivot of said fork, a central bar-supporting strut, tensile springs stretched between said cross-bar and fork, a base proper, -a cap of inverted-cup shape ro tatable above said base proper and constructed with a'transverse horizontal socket for said pivot of the fork, a subjacent socket for said strut at right angles to said transverse socket, and low-down stop-lugs arranged to contact with said stop projections of the fork for limiting the upward movement of the trolleypole.

3. The combination, in a trolley-base, of a pivoted fork constructed with inturned lower extremities forming stop projections, and with laterally projecting wrist-pins, a cross bar parallel with the pivot of said fork and with said wrist-pins, a central strut supporting said bar, tensile springs stretched from said crossbar to the respective wrist-pins of the fork, a base proper, a cap of inverted-cup shape rotatable above said base and constructed with a transverse horizontal socket for the pivot of said fork, a subjacent socket for said strut at right angles to said transverse socket, and low-down stop-lugs arranged to contact with said stop projections of the fork, substantially as hereinb'efore specified.

CHARLES E. GIERDING. Witnesses:

JAs. L. EWIN, E. Tnos. Lorrus.

ICC 

